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AHSS Implementation: Liquid Metal Embrittlement Recent Posts

Study AHSS Implementation:

Liquid Metal
by Kate Hickey | Jun 3, 2020 | News | 5 comments
Embrittlement Study

Improving Joint
Performance

AHSS Corrosion
Resistant Coatings

AHSS Fundamentals in
Forming and Joining

Emerging Methods
Enable AHSS Forming:
Active Binder Force
Control

Battery Electric Vehicles

– Boom or Bust for
AHSS?

Welding Simulation for

AHSS: LME During
Resistance Spot Welding

AHSS Application
Guidelines Update
Begins
Understanding LME
Controlling LME Modelling Resistance
Preventing LME Spot Welding of AHSS
Related Articles
Dealing with Springback:
Journal Publications
The Sidewall Curl Issue
Download the Study (opens worldautosteel.org website in a new tab)
A Look at the New EU
top-of-page
Legislation for Cars and
Results of a Three-Year LME Study Vans
WorldAutoSteel releases today the results of a three-year study on Liquid Metal Embrittlement Blanking, Shearing and
(LME), a type of cracking that is reported to occur in the welding of Advanced High-Strength Steels Trim Operations
(AHSS).The study results add important knowledge and data to understanding the mechanisms
Future Mobility – From
behind LME and thereby nding methods to control and establish parameters for preventing its
Moving Cars to Moving
occurrence. As well, the study investigated possible consequences of residual LME on part
People
performance, as well as non-destructive methods for detecting and characterizing LME cracking,
both in the laboratory and on the manufacturing line (Figure 1). The Value of Mass
Benchmarking

Advanced Steel
Processing Technologies

Tool Wear, Clearances

and Burr Height

Tool Materials and Die

Wear

Case Study for Press

Energy

Press Requirements:
Servo Presses

AHSS Energy, Heat and

Figure 1: LME Study Scope
Lubrication

The study encompassed three di erent research elds, with an expert institute engaged for each: E ect of Friction and
Lubrication in Sheet
Laboratory of Materials and Joining Technology (LWF) Paderborn University, Paderborn, Germany,
for experimental research,
Metal Stamping 2
The Institute de Soudure, Yutz, France, for investigations regarding non-destructive testing, and Advanced High-Strength
Fraunhofer Institute for Production Systems and Design Technology (IPK), Berlin, Germany, for the Steel Repairability
development of a simulation model to accurately replicate welding conditions resulting in LME.
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A portfolio containing 13 anonymized AHSS grades, including dual phase (DP), martensitic (MS) and Five Things To Look for
retained austenite (RA) with an ultimate tensile strength (UTS) of 800 MPa and higher, was used to in an Automotive LCA
set up a testing matrix, which enabled the replication of the most relevant and critical material
Life Cycle Assessment:
thickness combinations (MTC). All considered MTCs show a su cient weldability under use of
Why is it Important?
standard parameters according to SEP1220-2. Additional MTCs included the joining of various
Hot Forming Process:
strengths and thicknesses of mild steels to select AHSS in the portfolio. Figure 2 provides the
Direct and Indirect
welding parameters used throughout the study.
Hot Forming Overview

Straightening and
Precision Levelling AHSS

Process Maintenance
and Quality Control

Localized Fracture vs.

Generalized Fracture in
Auto Stamping

Managing Springback

Figure 2: LME Study Welding Parameters

AHSS and Springback

AHSS Edge Stretching

In parallel, a 3D electro-thermomechanical simulation model was set up to study LME. The model is Limits
based on temperature-dependent material data for dual phase AHSS as well as electrical and
AHSS Strain Hardening
thermal contact resistance measurements and calculates local heating due to current ow as well as
and Gradients
mechanical stresses and strains. It proved particularly useful in providing additional means to
mathematically study the dynamics observed in the experimental tests. This model development AHSS and Laser Welding

was documented in two previous AHSS Insights blogs (see AHSS Insights Related Articles below). Arc Welding Procedures
with AHSS
Understanding LME Resistance Spot Welding
The study began by analyzing di erent in uence factors (Figure 3) which resembled typical process Automotive AHSS
deviations that might occur during car body production. The impact of the in uences was analyzed
Understanding
by the degree of cracking observed for each factor. A select number of welding set-ups from these
Di erences in Welding
investigations were rebuilt digitally in the simulation model to replicate the process and study its
Steel vs. Aluminium
dynamics mathematically. This further enabled the clari cation of important cause-e ect
AHSS Unique
relationships.
Mechanical Properties

Introduction

Figure 3: Overview of All Applied In uence Factors (those outlined in yellow resulted in most frequent cracking.)

Generally, the most frequent cracking was observed for sharp electrode geometries, increased weld
times and application of external loads during welding. All three factors were closely analyzed by
combining the experimental approach with the numerical approach using the simulation model.

Destructive Testing – LME E ects on Mechanical Joint Strength

A destructive testing program also was conducted for an evaluation of LME impact on mechanical
joint strength and load bearing capacity in multiple conditions, including quasi-static loading, cyclic
loading, crash tests and corrosion. In summary of all load cases, it can be concluded that LME cracks,
which might be caused by typical process deviations (e.g. bad part t up, worn electrodes) have a
low intensity impact and do not a ect the mechanical strength of the spot weld. And as previously
mentioned, the study analyses showed that a complete avoidance of LME during resistance spot
welding is possible by the application of measures for reducing the critical conditions from local
strains and exposure to liquid zinc.

Controlling LME
In welding under external load experiments, the locations of the experimental crack occurrence
showed close correlation with the strains and remaining plastic deformations computed by the
simulation model. It was observed that the cracks form at the location of the highest plastic strains,
2
and material-speci c threshold values for critical strains were derived. The threshold values then
were used to judge the crack formation at elongated weld times.

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At the same time, the simulation model pointed out a signi cant di erence in liquid zinc di usion
during elongated weld times. Therefore, it is concluded that liquid zinc exposure time is a second
highly relevant factor for LME formation.

The results for the remaining in uence factors depended on the investigated MTCs and were
generally less signi cant. In more susceptible MTCs (AHSS welded with thick Mild steel), no
signi cant cracking occurred when welded using standard process parameters. Light cracking was
observed for most of the investigated in uences, such as low electrode cooling rate, worn electrode
caps, electrode positioning deviations or for gap a icted spot welds. More intense cracking (higher
penetration depth cracking) was only observed when welding under extremely high external loads
(0.8 Re) or, even more, as a consequence of highly increased weld times.

For the non-susceptible MTCs, even extreme situations and weld set-ups (such as the described
elongated weld times) did not result in signi cant LME cracks within the investigated AHSS grades.

Methods for avoidance of LME also were investigated. Changing the electrode tip geometry to larger
working plane diameters and elongating the hold time proved to eliminate LME cracks. In the
experiments, a change of electrode tip geometry from a 5.5 mm to an 8.0 mm (Figure 4) enabled
LME-free welds even when doubling the weld times above 600 ms. Using a at-headed cap (with
small edge radii or beveled), even the most extreme welding schedules (weld times greater than
1000 ms) did not produce cracks. The in-depth analysis revealed that larger electrode tip geometries
clearly reduce the local plastic deformation around the indentation. This plastic strain reduction is
particularly important, as longer weld times contribute to a higher liquid zinc exposure interval,
leading to a higher potential for LME cracks.

Figure 4: Electrode Geometries Used in Study Experiments

It was also seen that as more energy ows into a spot weld, it becomes more critical to parameterize
an appropriate hold time. Depending on the scenario, the selection of the correct hold time alone
can make the di erence between cracked and crack-free welds. Insu cient hold times allow liquid
zinc to remain on the steel surface and increased thermal stresses that form after the lift-o of the
electrode caps. Elongated hold times reduce surface temperatures, minimizing surface stresses and
thus LME potential.

NON-Destructive Testing: Laboratory and Production Capabilities

A third element of the study, and an aid in the control of LME, is the detection and characterization
of LME cracks in resistance spot welds, either in laboratory or in production conditions. This work
was done by the Institute of Soudure in close cooperation with LWF, IPK and WorldAutoSteel
members’ and other manufacturing facilities. Ten di erent non-destructive techniques and systems
were investigated. These techniques can be complementary, with various levels of costs, with some
solutions more technically mature than others. Several techniques proved to be successful in crack
detection. In order to aid the production source, techniques must not only detect but also
characterize cracks to determine intensity and the e ect on joint strength. Further work is required
to achieve production-level characterization.

The study report provides detailed technical information concerning the experimental ndings and
performances of each technique/system and the possible application cost of each. Table 1 shows a
summary of results:

Table 1: Summary of NDT: LME Detection and Characterization Methods /

Preventing LME
Suitable measures should always be adapted to the speci c use case. Generally, the most e ective
measures for LME prevention or mitigation are:

Avoidance of excessive heat input (e.g. excess welding time, current).

Avoidance of sharp edges on spot welding electrodes; instead use electrodes with larger working
plane diameter, while not increasing nugget-size.
Employing extended hold times to allow for su cient heat dissipation and lower surface
temperatures.
Avoidance of improper welding equipment (e.g. misalignments of the welding gun, highly worn
electrodes, insu cient electrode cooling)

In conclusion, a key nding of this study is that LME cracks only occurred in the study experiments
when there were deviations from proper welding parameters and set-up. Ensuring these preventive
measures are diligently adhered to will greatly reduce or eliminate LME from the manufacturing line.
For an in-depth review of the study and its ndings, you can download a copy of the full report at
worldautosteel.org.

LME Study Authors

The LME study authors were supported by a committed team of WorldAutoSteel member
companies’ Joining experts, who provided valuable guidance and feedback.

Related Articles: More on this study in previous AHSS Insights blogs:

Modelling Resistance Spot Welding of AHSS
Welding Simulation for AHSS: LME During Resistance Spot Welding

Journal Publications:
Julian Frei, Max Biegler, Michael Rethmeier, Christoph Böhne & Gerson Meschut (2019)
Investigation of liquid metal embrittlement of dual phase steel joints by electro-thermomechanical
spot-welding simulation, Science and Technology of Welding and Joining, 24:7, 624-633, DOI:
10.1080/13621718.2019.1582203
Christoph Böhne, Gerson Meschut, Max Biegler, Julian Frei & Michael Rethmeier (2020) Prevention
of liquid metal embrittlement cracks in resistance spot welds by adaption of electrode geometry,
Science and Technology of Welding and Joining, 25:4, 303-310, DOI:
10.1080/13621718.2019.1693731

 
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5 Comments
MICHEAL on June 4, 2020 at 2:23 am
Reply
I would like to know more detail about tests with Destructive Testing –
LME E ects on Mechanical Joint Strength. special LME E ects on a ect to
collision performance and with NON-Destructive Testing: Laboratory and
Production condition

MICHEAL on June 4, 2020 at 2:14 am

Reply
I would like to know more details about tests with NON-Destructive
Testing: Laboratory and Production Capabilities and with Destructive
Testing – LME E ects on Mechanical Joint Strength special e ects on 2
collision performance of automobile .

Kathleen Hickey on June 5, 2020 at 5:00 pm

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 Hi Micheal, Reply
You can nd a great deal of information on both of those
things by downloading the report from the WorldAutoSteel
website. The report is written by the experts that conducted
this study for us, so all the details are there. You can get it
from here: https://www.worldautosteel.org/projects/liquid-
metal-embrittlement/

If you have any problems downloading, just write the

steel@worldautosteel.org email and we’ll get you a copy.

José Castillo on June 3, 2020 at 8:17 pm

Reply
I would like to know more details about tests with AC and MFDC
resistance Spot welding Power sources.

Kathleen Hickey on June 5, 2020 at 5:04 pm

Reply
Hi Jose,
We didn’t focus speci cally on that in our study, but make
sure you download a copy of our report here:
https://www.worldautosteel.org/projects/liquid-metal-
embrittlement/

Also, have you ever downloaded the AHSS Application

Guidelines? It has a hefty Joining section that you may nd
informative. Make sure you subscribe to this blog because
we are in the process of updating the Guidelines right now to
a new database online format. We’ll notify subscribers when
it is available. You can get the last version of the Guidelines
in book form (free of charge) here:
https://www.worldautosteel.org/projects/advanced-high-
strength-steel-application-guidelines/

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